-boyden



2 Sheets- Sheet (No Modem Gr. A. BOYDEN. FLUID PRESSURE GAE BRAKE.

No. 356,026. Patented Jam.l 11', 1887.

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WITNESSES I ATTORNEY.

7 `Sil'nrrnn Sintes Baresi# @anism I GEORGE A. BOYDEN, OF BALTIMORE, MARYLAND, ASSIGNOR OF ONE-HALF TO CHARLES MANN, OF SAME PLACE.

FLUIDEPRESSURE CReBRAKE.

SPECIFICATION forming part of Letters Patent No. 356,026, dated January 11, 1887.

Application filed June 15, 1886.- Serial No. 205,190. (No model.)

.To @ZZ whom it may concern.-

Be it known that I, GEORGE A. BOYDEN, a citizen of the United States, residing at Baltimore, in the State of Maryland, have invented certain new and useful Improvements in Fluid-Pressure Gar-Brakes, of which the following is a specification.

This invention relates to that class of powerbrakes in which the agent for communicating ro the power is iiuid under pressure.

My invention relates to improved means for operating carbiakes by fluid-pressure, and has for its object to provide a detachable or removable train-pipe, which is also collapsible and expansible and connected directly with the source of supply of duid-pressure, and eX- tending or passing along the cars of the train and actuating the brake mechanism of cars along which it passes.

This invention especially contemplates that the engineer may at all times and under all conditions of running operate and control the brakes of all cars equipped according to this invention, although said cars be in a mixed train-that is, in a train where adjoining cars have a different kind of brake.

The invention consists of a continuous trainpipe which is readily detachable or removable from all of the cars, and having one end con- 3o neeted directly with a source ot' supply of Huid-pressure and the other end closed, and the invention also consists in the several combinations hereinafter set forth, whereof an element is a train-pipe having the aforesaid features.

The invention is illustrated in the accompanying drawings, in which- Figure l is a side view of a train equipped with my improvements, showing the collapsible train-pipe detaehedi'rom the car and stored up on a reel under cover, whichis inounted on thetender. Fig. 2 isa top view of a train in which the trucks and brake mechanism of one car are shown without the car-body, and show- 4 5 ing the collapsible train-pipe extended along 'the cars in position for operating the brakes.

Fig. 3 is avertical cross-section of theA tender, and shows the covered reel mounted thereon. Figs. 4 and 5 are top views ofthe train-pipe 5o and gripper, showing the former in both the collapsed and expanded condition. Fig. 6 is a side view showing two cars with the removable train-pipe attached. The left-hand car is equipped with brake mechanism adapted to be operated by the removable train-pipe, while q the adjoining right-hand car is not so equipped. Fig. 7 is a side view of the two cars equipped as in Fig. 6, showing the train-pipe partly removed. Fig. 8 shows two views in detail of a hanger for supporting theY removable train- 5o pipe. A hanger of this form is designed to be permanently attached to ears equipped with brake mechanism to be operated by the removable train-pipe. Figs. 9, 10, and 11 show two forms of detachable hangers for cars which are not equipped with the bra-kemechanism here referred to.

Referring to the drawings,'the letter A designates an ordinaryl freight-car, B, the trucks of the car equipped with ordinary brake mech- 7'0 anism,which includes shoes, brake-beams, and lever, which mechanism is arranged, as usual, to be operated by the well-known hand-wheel, G, on an upright shaft. I place on the car and connect with this ordinary brake mechanism a train-pipe or hose gripper, d, which may be made in any suitable way.

The drawings show one form of construction for the gripper/7 comprising two jaws, d d', one of which is fixed to the car stationary and the other movable, its movement being toward and away from the other. The movable jaw is attached to a rod, e, which is supported in bearings f below the car-body, and extends crosswisethereof. This rod has endwise move 85 ment in its bearings.

A pulley, g, is mounted on the said rod, and two other pulleys, 72, are fixed below the carbody, so as to turii but be immovable, one of the said "two fixed pulleys being at each side 9o of the rod e. A chain, z', passes on one side of the rod-pulley g and on the opposite side of the two fixed pulleys 7i, and connects with the brake-lever ic on the car-trucks B.

Itwill be understood from this description that the gripper-rod c, by movingendwise, will cause a pull on the chain i, and thereupon the brake-shoes n will be applied to the wheels.

I employ a collapsible and expansible trainpipe, L, preferably a suitable kind of hose, to reo contain fluid under pressure, and the said pipe or hose, when in position for actuating the brakes, is placed in the gripper, (that is, between the twojaws d ri) or a device of equivalent character, from which it may be detached or removed. This train-pipe L is continuous from a source of supply of Huid under pressure located on the tender or locomotive along all the cars composing the train, or extends past as many of said cars as may be desired. The forward end of the train-pipe, when in use, is connect-ed with the tank O, (which represents the source of supply of tluid under pressure,) and the other end, p, of said pipe is closed or sealed. As here shown, the train-pipe differs from that of other huid-pressure brakes, in that throughout its entire lengthitis sealed or closed, or, in other words, it is without openings or branch connections.

The car-brake mechanism is actuated by the collapsing and expanding` action of the trainpipe L, which action is illustrated in, Figs. l and 5. In Fig. 5 the train-pipe is shown expanded. This condition is produced by the huid-pressure, the fluid being in and throughout the train pipe. The result of the expansion is to spread the jaws d cl/ of the gripper,

4or whatever equivalent device may be used iustead, and thereby move the rod e, and through the connections between it and the brake-lever 7c operate the brakes-that is, either to apply them or to hol'd them off.

In Fig. 4 the train-pipe is shown collapsed. This condition is produced by a withdrawal of the fluid -pressure from the train-pipe. /Vhen the train-pipe is thus collapsed, the jaws d d of the gripper are nearer together-"that is, the movable jaw approaches the stationary one-and the rod e and connections are moved in the opposite direction.

As here shown, (see Figs. 2 and 5,) the expansion of the train-pipe L between the jaws d d of the gripper serves to apply the brakeshoes n to the car-wheels. By turning the three-way cock s the fluid-pressure is cut oft' from the trainpipe,and the latter is also suffi- `ciently exhausted or relieved to be collapsed,

as in Fig. 4, at the point whereit rests between the jaws ofthe gripper. This collapsing is effected by the action of the spring e on the rod e, and the same spring serves also to hold the brake-shoes off.

The tank O is for the fluid or liquid ywhich is to enter the train-pipe L. A pipe, q, connects the top of `this tank with the steamboiler R of the locomotive. Thereby the pressure of the steam inthe boiler is exerted on the liquid in the tank. The train-pipe L is connected with the liquid-tank O. A threeway cock, s, in the said connecting-pipe controls the passage of the steam to the liquidtank,and the exhaust-pipe f, connected with the cock, provides for the release of the pressure. By this well-known device the engineer will have control of the brakes, and may at any time apply or release them.

To make it practicable to wholly remove the train-pipe from the cars, I provide the tender with a reel, F, upon which the traina hood or cover, F, which latter extendsfrom the top of the waterbox J up one side of the reel, and thence over the top of the reel, but does notinclose the lower outer side, b, of the reel.

t will be seen that a portion of the reelhood forms an upward continuation of the inner vertical wall of the water box J, and thereby the coal, which occupies the space between the two side water-boxes, may bank up against saidportion ofthe hood. Thus neither the reel nor the hood on the tender lessens the capacity of the tender for carrying coal. This position of the reel on the tender is produ ctive of advantages: First, it is convenient for winding and unwinding the hose, and, second, what is most important, it allows the use of a reel large enough for winding sufiicient hose for thirty or more cars. Its position, however, makes necessary the hood or cover F to protect it from the coal that is dumped into the tender. Vithout the protection ofthe hood the reel could not occupy this very desirable position.

It is obvious the device herein termed a gripper77 may be otherwise constructed, and

it is also plain that the mechanism which connects the train-pipe with the ordinary brakeshoes may be constructed and arranged in a variety oi' ways besides that here shown.

My invention consisting of the removable train-pipe is not, therefore, limited or aiiected by any such changes.

Such cars as are equipped with grippers-as the car to the left in Figs. 5 and 6-may also be provided at or near each end with a hanger, c, permanently attached to the car. Fig. 8 shows two views of this hanger. These hangers support the train-pipe and permit it to be readily removed. j

To support the train-pipe on cars which are not equipped with grippers-such as the car to the right in Figs. 5 and 6-a detachable hanger, c', is employed. This hanger, as in Figs. 9 and l0, may be clamped to the car by a screw, or, as in Fig. 11, the hanger may have a hook for attachment to some suitable part of the car. This removable train-pipe may be used on either freight or passenger trains.

No claim is herein made to the following parts or features, to wit: a train-pipe, separately, hav-ing the collapsible and expansible feature, claims to the same being embraced in my application for patent filed April l2, 1886, Serial No. 198,545. No claim is made to a gripper separately, nor to the mechanism which connects the removable train-pipe with,

the ordinary brake mechanism on the truck, claims to said parts being embraced in my application for patent iiled June 22, 1886, CSerial No. 205,865..

Having described my invention, I claim and IOO IIO

desire to secure by Letters Patent of the United Statesl. The combination, with a train of ears, of a source of supply of Huid-pressure7 brake mechanism on the oars, and a continuous hose train-pipe having` one end connected with the source of supply, passing along the ears of the train7 actuating brake mechanism of ears along which it passes, and readil5T removable from all of 'the ears, for the purpose speeiied.

2. The combination of a car, a train-pipe hanger attached to the car capable of supporting the train-pipe and permitting its ready re moval7 and a removable train-pipe resting` n the said hanger, for the purpose set forth.

3. The Combination of a source of supply of fluid pressure brake mechanism on thev ears, a train-pipe hanger to support the trainor cover extending from the top of the tender,

water-box up one side ofthe reel and then over its top, and a removable trainppe, for the purpose set forth. f

In testimony whereof I affix my signature in the presenoe of two Witnesses.

GEORGE A. BOYDEN. XVitnesses:

JOHN E. Monnrs, JNO. T. MADDOX. 

